Hydraulic coupling



June 23, 1942. ""lfc, POPPER 2,287,496

HYDRAULIC coUPLING l 3 Sheets-Sheet 2 Filed July 29, 1939 fai/m 5]. 1-:1414

Patented June 23, 1942 ENT l saac C.` Popper, `New "York, N. vassignornto Automatic Turbine Drive Company,- Inc., a corporation of New York vApplication July 29,1939, serial No.2s7,415-

k 4 Claims,

A My present inventionjrelates to couplings, and hasparticularreference'to a novel rotor and vane construction. f

This application is a continuation in part of application Serial 'No.123,704, flled'February 2, 1937, now Patent No. 2,179,520, granted Nov.14,

1939, for Automatic turbine drives.

Itis the principal object of my inventionto provide a lrotorv and vaneconstructionI which promore effective hydraulic v'co suitoperatingrequirements for hydraulic couplings used vfor automotive vehicletransmissions. y

With the above and other objects and'ladvantageous features in view, myinvention consists of a novel methodof slip control and a novel rotorvane'.v construction more fully disclosed inthe cifically defined 'in`the claims appended -thereto. Inthe drawings: .i g Y' Fig.V 1 i5 anelevation, .parts being in section, of

'al novel ,rotor construction having a hydraulic vcoupling; j l v Fig. 2is va. section on the line 2-2 thereof; Fig3 is a section on the line 33 thereof; Fig'; 4 is a section on the'lineI-l thereof; Fig. 5-is a'section on the line 5-5 thereof;

Fig; 6 is a perspective view, parts being brokenA away, showing apreferred construction for the rotor blade;`

Figs.'7 vto 9 inclusive are sectional views of modified vaneconstructions, the sections 1 and 8 being taken on the line A-A of Fig.6, and the section 9 on line 9-9 of Fig. 10;

- Fig. 10 is a perspective view of a vane construction', parts beingbroken away, the entire section having the vane shown in Fig'. 9;

Fig. 11 is a face view of a rotor showing radial vanes without flangeswith their ends 50 adjacent to the hub 5| reduced and curving downwardlyas shown in Figs. 12 and 13, thereby lforming an annular channel 53around the hub;

Fig. 12 is a section on line |2--I2 of Fig. 11 looking in the directionof the arrows;

Fig. 13 is a slight modification of the structur hydraulic and 12; and

l. fio-54) slightly less width than those show n in Figs. 11

Figs." 14, 15, 16 and 17 are cross-sections through Aany one of thevanes shown in Fig. 11

but illustratingiseveral different forms they may take.

- It has been found desirableto utilize vanes for a rotor of' a`hydraulic coupling, vwhich vanes in some instances have laterallyextending edges or lips, and which are concave on the throwing orforward side, and are substantially planean the other side, in order toobtain an effective hydraulic thrust. 4The use of laterally extendingedges or varies permits a control of the slip between rotors by*regulation of the widthof the laterally extendingedge or lip, which canbe cut down detailed description following, in conjunction with theaccompanying drawings, andmore ,spe-

so as to increase the' slip at '10W Speeds to a predetermined extent.But if it be desired to have 100% slip at relatively high idling`speeds, the

edgeor lip may be removed or omitted entirely,

and the vane may, for certain automotive vehicle uses, be cu't back vasrequired, the arrangement thus beingangextremely simple means forobtaina particular idling` ing a desiredamount of lslip for speedcondition.' ,f

Referring vto Figs.,1 to 9 of ,thedrawinga the rotor 20, which is oneofapairv of rotors for use in a fluid fly-wheel Orhydraulic coupling'suchas described in my copending application, Serial' l No.' 123,704, nowPatent No. 2,179,520, has a plurality of vanesl 2| whichI extendradially and thus form a plurality of tapering buckets 22 therebetween,thebucket areas decreasing towards the i hub 23 of the rotor.

The vanes are preferably plane y'or' approximately plane on the backsurface 24, and are preferably concave on the forward or impellingsurface 25; an overhanging flange 26 is provided at the outer vaneflange, the maximum width of the flange being at the periphery, fromwhich the outer flange portion 21 gradually decreases in widthandreaches its narrowest width approximately two-thirds of the distance tothe hub, and then increases in width to the hub, in reverse order tothe'outer'flange portion 21, to provide an inner hub flange portion 28.A concavity is thus formed beneath each flange, as clearly shown inFigs. 2, 3,' 4, 5 and 6. If desired, an

annular connecting ring (not shown) may be provided at the points ofconvergence of the flanges 21 and 28. The two flange portions 21 and 28,which thus overhang in the same direction, have bevelled upper'surfacesas clearly illustrated in Fig. 6, and cooperate to provide a shown inFig. 12, in which the vanes are of concave bucket construction whichdirects an effective hydraulic discharge from the impeller rotor to thereceiving rotor to produce the desired hydraulic thrust.

I have determined that the relative height of the vanes at the inner hubends and the width of the overhanging inner iange is an important factorin controlling the slip between the rotors at idling speeds, and infacilitating easy Shiftin from one gear ratio to another.

As shown in Figs. 11, 12 and 13, the hub ends of the vanes I are reducedas shown at Il `with their tip ends preferably merging into the innersurface of the rotor, thus providing an annular chamber 53 between thehub and the vanes, which channel is in communication Vwith the innerends of the entire set of radial vanes.

The amount of slippage between the 'two rotors is readily controlled bychanging the -width and the shape vof the vane flanges; if the rforwardedges of the flanges are rounded, the slippage is increased, and if theedges are made of greater width and relatively sharp, the lbuckets holdthe hydraulic uid and reduce slippage. Either the outer or the innerflange portion may be changed, but the hub end is preferred for thispurpose.

Referring now to Figs. "I lto 9 inclusive, Fig. 'I is a section at thehub end loi.' this form of vane, having the inner flange portion 28. Ifltheilange portion is reduced in width, as indicated at 29, in Fig. 8,the slip is increased; `ii' the flange portion is cut away, asillustrated at 30, in .1"lg. 9, there is a `greater increase in slip,which becomes desirable when the idling speed .is .fairly high.

In the rotor shown inv Fig. 11, the rotary "vanes 40 are illustrated ofuniform construction throughout and have no .flanges at their edges; andFigs. 14, 15, 16 and 17 Aillustrate four of possibly many othervariations 'in Ithe cross-sectional shape these vanes might take, landthey are designed to control and regulate the :required slip. A stillgreater slip occurs in the `construction illustrated at I0 in Fig. 9 `ifthe 4vane form illustrated at 3| (see Fig. 14) is used, which ,form

is generally straight throughout the major-portion and wedge-shape atthe outer edge, or if it be desired to have a generally tapering typevane throughout its entirewidth, a construction such as is illustratedat 32 in Fig. '15 may be used. This form might be modified by making theedge I3 of the vane straight instead of rounded. In the form shown in:Fig.1'7, one face 4| is perpendicular throughout to the interiorllurfaoe of the rotor 20, and the opposite `face excessive, andapproximately 100% slip at idling speeds is desirable, it is `preferableto use the vane construction illustrated in Fig. 9, which is Vshown in'perspective in .a rotor section Il in Fig. 1'0.

vThe holes N are rdrilled through the khub for the vpassage of the uid.l

While I have described specic lconstructional embodiments fof ysonrieofthe 4preferred lforms and modified forms `oi' "vanes for vhydrauliccoupling rotors, it is obvious that changes in the `dimensions lof thevanes'and in the number, heights, and ilange arrangements may be made tosuit the hydraulic thrust and the slip requirements for y.differenttypes of "hydraulic couplings. without departing `from the spirit 4andthe scope of the invention as :defined Tin the lappended claims.

vIn Fig. 17, `I have .shown illlets Slat the base of the vanes, whichmight be :of :any predetermined size and curvature yto produce aconcaved eilec't, which is one lofthe features .of my present invention.

I claim: v

1. A cupped rotor 'for va hydraulic `coupling having a hub and radialvanes. which vanes form buckets therebetween, vsaid vanes `each 'havinga portion extending from `the rotor body and a second portion extendingfrom the `first `portion to the edge, the relative vtl'1i ':lrnessofsaid portions being predetermined .to obtain `a desired slip.

2. A cupped rotor for a hydraulic coupling having a hub and radialvanes, which vanes form buckets therebetween, said vanes each having aportion extending from the rotor body and a second portion extendingfrom the first portion .to the edge, the second .portion 'being of lessthickness than the rst portion.

3. A cupped rotor for ahydraulic coupling having a `hub and radialvanes, which vanes form buckets therebetween, said vanes `each having aportion extending from the rotor body and a second portion extendingfrom 'the first portion tothe edge, the second 'portion having its sidesconverging towards `the edge.

4. A cupped rotcr for a hydraulic coupling having a hub and radialvanes, which vanes form buckets therebetween, said vanes each having@portion extending from the rotor body and a second portion extendingfrom the first portion to the edge, the second portion vhaving atapering Vor wedge shaped section.

ISAAC C. POPPER.

